Connecter



P. B. HOYE Aug. 6, 1935;

CONNECTER 12 Sheets-Sheet 1 Filed Aug. 4, 1932 P. B. HOYE Aug. 6, 1935.

GONNECTER Filed Aug. 4, 1932 12 Sheets-Sheet 2 Aug. 6, 1935. P. B. HOYE GONNECTER Filed Aug. 4, 1932 12 Sheets-Sheet 5 Rw QQ QQ um n 6. MW IHHHH T0 m 0% Na m .Q% P M M mm \b pm 4 [3y fir Aug. 6, 1935. p B HQYE 2,010,544

CONNECTER Filed Aug. 4, 1932 12 Sheets-Sheet 4 Rider" 5 ffo C A M n fi Aug. 6, 1935.

P. B. HOYE CONNECTER Filed Aug. 4, 1932 12 Sheets-Sheet 6 Aug. 6, 1935. P. B. HOYE 2,010,544

CONNECTER Filed Aug. 4, 1952 12 Sheets-Sheet 8 30 azz? 30g 625 Aug. 6, 1935. P. B. HOYE 2,010,544

CONNECTER Filed Aug. 4, 1932 12 Sheets-Sheet 9 36/ Fade/"B5 296 P. B. HOYE Y Aug. 6, 1935.

CONNECTER Filed Aug 4, 1932 12 Sheets-Sheet l0 Aug. 6, 1935. v P. B. HOYE 2,019,544

GONNECTER F iled Aug. 4, 1932 12 Sheets-Sheet 11' Ofxgzfi Aug. 6,

1935. p 5 HOYE 2,010,544

CONNEGTER Filed Aug. 4, 1932 12 Sheets-Sheet 12 Pave /27w" E9567 5.. Eye

Patented Aug. 6, 1935 v UNITED STATES PATENT OFFICE trical Engineers Equipment Co, Melrose Park, 111., a corporation of Illinois Application August 4, Serial No. 627,418

25 Glaizns.

The present invention relates to switching means in general, and more particularly to switching means controlling the power circuit of electric vehicles. In its more specific aspect, the present invention is particularly concerned with power switching means for use on vehicles of the type that obtain their electric power from a trolley.

It is one of the objects of the present invention to provide an improved switching arrangement between tandem connected vehicles of a train.

It is a further object of the present invention to provide an improved switch that can be mounted on, and adjacent one end of, the roof of a vehicle, such as a railway car, and which will cooperate with a similar switch similarly mounted on an adjacent car and maintain else-- trical connections while the train is in motion. Such a switch must satisfy certain rigorous requirements. There is a certain amount of relative movement between adjacent cars of a railroad train, specially as the train moves along a curve. It a switch is so designed that one part of the contact mechanism is mounted on one of the cars and the other part on the other car, then the construction of switch must be such that contact is maintained between the cooperating switch parts while the train is in motion, and the switch supports upon which the cooperating contact making parts are mounted go through all the relative motions corresponding to the motions of the respective cars. This means that the switches must be yieldingly maintained in contact while permitting a movement of the respective switches with regard to their supports. It is one of the prime objects of the present invention to provide such a switch wherein the number of parts that must partake of the movement of the switch blade, due to the movement of the vehicle, are reduced to a minimum. In order to accomplish this end, I provide, in one embodiment of my invention, an arrangement whereby, when the switch is in its closed position, the switch operating mechanism may remain stationary while permitting the blade to be moved towards its open position by the action of the cooperating blade of the switch on the adjacent car of the train. Spring mea is provided for returning the blade to its normal position upon release of the force that caused the movement towards the open position, said spring means serving to maintain the necessary contact pressure between the cooperating contacting switch blades. Various structural arrangements may be provided for accomplishing this result, and it is to be understood that this invention not limited to the several different embodiments herein illustrated. In one embodiment of my invention this is accomplished by an arrangement wherein an electric motor I drives a cam through suitable step-down gear- 5 ing, and said cam is arranged to force the switch blade to its open position against the action of a spring which urges the blade to its closed position. To close the switch the cam is retracted from its switch open holding position to permit the spring to actuate the switch to its closed position. Thereafter, the cam being out of the way, the switch may be moved towards its closed position by external forces if such forces exist. The retraction of the cam may be brought about in any preferred manner, as'by bodily removing the cam, or by shaping the cam so that upon turning thereof it permits movement of the blade under the action of the spring. Any other suitable means other than a cam for example, a g crank, may be used.

In another embodiment of my invention this result is obtained by providing a pneumatic motor for moving the switch to its open position, against the closing action of the spring, and pro- L viding an arrangement whereby the operating portion of the motor, such as the piston, or the pneumatic diaphragm, may remain in its normal position while permitting a retraction of the blade towards the open position by external forces. This is accomplished by providing a sliding connection between certain of the parts.

It is a further object of the present invention to provide a switching arrangement wherein the switch operating mechanism is mounted below the 3 roof of the vehicle, whereby the same is not only protected from weather but also against injury by and interference with workmen who must, occasionally, mount on the roof of the car. Railway cars are generally provided with a vestibule at each end thereof A vestibule hatch is located between the ceiling of the vestibule and the roof of the car. Generally, this hatch is not utilized, but represents merely so much waste space. I propose to mount the switch operating mechanism within this space. If the vestibule is not provided with a ceiling, suitable guards or a casing, such as a sheet iron box, or other means, can be used to protect the mechanism from unauthorized access or interference. In the pre- 0 ferred embodiment of my invention the switch operating mechanism is insulated from the switch itself and is at the potential of the car, which is at ground potential.

It is a further object of the present invention to provide an improved switch that is particularly adapted for mounting on a railway car and wherein the motor operating mechanism, gearing, springs, etc. are all mounted as a compact assembly on the bearing shell that supports the rotatable switch supporting insulator.

It is a still further object of the present invention to provide a switching arrangement for railway vehicles, wherein the circuit connections from car to car are independent of the various power connections within the car. In addition to the switching means for extending a circuit from car to car, I provide switching means on the roof of the car for extending a circuit from the live apparatus on the roof of the car to the apparatus within the car. This last mentioned switching means may be operated to isolate, electrically, the apparatus within the car, without afiecting the circuit connections between the cars of the train.

In those installations where the switches are controlled by a pneumatic motor the preferred arrangement is such that the switch is urged to its closed position by a spring and is moved to its open position by the application of pneumatic pressure. When the switch reaches its full open position it is latched therein. It is one of the objects of the present invention to provide an arrangement wherein the pneumatic motor places the switch operating spring under stress, so that it may operate the switch at a later time, even though there is no air pressure available. A mere release of the latch will release. the spring so that it may actuate the switch to its closed position. The spring must necessarily be of a considerable power, and therefore there is a danger thatit may. operate the switch violently. To prevent such action I provide an arrangement wherein the piston constitutes a dash pot.

It is a still further object of the present invention to provide a novel and improved operating mechanism for switches of the class described, whereby the same may be readily operated manually without requiring the exertion of an undue amount of effort on the part of the operator. I

' accomplish this end by providing an auxiliary spring, of a tension preferably about one-half of the tension of the switch operating spring, and arranged to assist the operator in o vercom ing the tension of the main spring during operation of the switch in one direction, and out of interfering relation with the switch during operation thereof in the other direction.

The attainment of the above and further objeots of the present invention will be apparent from the following specification taken in conjunction with the accompanying drawings forming a part thereof. a a

, In the drawings: I

Figure 1 is a fragmentary plan view of two adjacent cars of a railway train, said cars being equipped with switches embodyingmy invention;

Figure 2 is a fragmentary side view of one of the cars shown in Figure 1;.

Figure 3 is a sectional view taken along the line 3--3 of Figure l;

Figure 4 is a side view, in partial section, of, the bus coupling switch shown in Figures 1 and 2;

ing the automatic transformer cut-out switch of Figure 1;

Figure 8 is a plan view of the switch shown in Figure '7;

Figure 9 is a bottom view of the switch shown in Figure '7;

Figure 10 is a side view of the operating mechanism of the switch shown in Figure 7, said view being taken at right angles to the section of Figure '7;

Figure 11 is a side view of another form of bus coupling switch; 7

Figure 12 is a plan view of the switch shown in Figure 11;

Figure 13 is a side view illustrating another embodiment of a mounting and operating mechanism for a bus coupling;

Figure 14 is a bottom view of the apparatus shown in Figure 13;

Figure 15 is an end view taken along the line |5|5 of Figure 13; V

Figure 16 is a sectional view taken along the line I 5-45 of Figure 13;

Figure 17 is a side view, in partial section, of a bus coupling switch operated by a pneumatic motor; l

Figure 18 is a sectional view taken along the line iii-18 of Figure 17 and looking in the direction of the arrows;

Figure 19 is a fragmentary plan view, in partial section, of a modified form of pneumatic operated bus coupling switch; 4

Figure 20 is a side view of the switch shown in Figure 19;

section, of still another bus coupling switch embodying the principles of my invention;

Figure 21a is a diagrammatic view of a modification of the mechanism shown in Figure 21;

Figure 22 is a view through a portion of the end of a railway car, and illustrating a hand operating arrangement for my improved bus cou pling switch; V V Figure 23 is a sectional view taken along the line 2323 of Figure 22;

Figure 24 is a fragmentary sectional view of a portion of a bus coupling switch adapted for hand operation;

Figure 25 is a bottom view of the switch shown in Figure 24;

Figure 26 is a longitudinal sectional view of one form of hand operating mechanism;

Figure 27 is a diagrammatic view of a rope drive for a manually operated switch; and

Figure 28 is a longitudinal sectional view of a hand operating mechanism suitable for use with a rope drive.

Reference may now be had more particularly to Figures 1 and 2, wherein there is shown the adjacent ends of two coupled railway cars upon which my improved mechanism is mounted. The railway cars are indicated at l and 2, and may be coupled together in any preferred manner. Since the coupling means betweenthe two cars constitutes no'part of my present invention, it has been omitted from the drawings. A pantograph structure 3, of the usual type, is mounted upon the top of the vehicle 2, as by means of four insulators 5+5 and 66 that support angle members 'El' upon which are mounted insulators 8- 8 and 95 that support angle members |E]-|fi upon which the pantographis mounted. The pantograph includes the usual trolley shoe l2. The linkage comprising the pantograph is of a known construction, and does not, per se, conthe vestibule and the roof of the vehicle.

J; hatch at it.

stitute a part of the present invention. However, insofar as I am aware, such pantographs have always been operated by pneumatic motors that were in conductive relation to the pantograph and therefore insulated from the car roof. Also, the hose or the like for supplying air pressure to the pneumatic motor had to be provided with an insulating section, since the motor end of this hose was at trolley potential when the pantograph shoe was in contact with the trolley. I propose to depart from this practice by using an electric motor for actuating the pantograph, and propose to connect the motor with the pantograph by means of an insulating rod, so that the motor itself may be at ground potential even while the pantograph is in contact with a trolley.

Passenger railway cars are usually provided with a vestibule at each end thereof, and there is provided a vestibule hatch between the ceiling I propose to mount the pantograph operating motor and associated speed reducing gearing and limit switches in the vestibule hatch. In Figure 2 the vestibule is indicated at 15, and the vestibule The mechanism for operating the pantograph is shown more particularly in Figure 3, and comprises a motor I! that drives a worm l8 which is in mesh with a worm wheel Hi to which is secured a crank that operates a connecting The crank 20 is operated by the motor I! always in the same direction and makes approximately one-half revolution to move the pantograph into or out of engagement with the trolley. The connecting rod 2| is pinned to a v crank 22 that rotates about a center 23 about which also turns a crank 24. The cranks 22 and 24 are connected together by a torsion spring 25 so as to permit relative movement between them. The motor and its associated speed reducing gearing are suspended in the vestibule hatch from a plate member 26 that is suitably secured to the roof of the car. A cover member 2! affords a closure for the opening into which this apparatus extends. The crank 24 is connected to an operating shaft 30 of the pantograph structure by means of a rod 3! and a crank 32. The rod 3| may be made of any suitable insulating material, such as the material commercially known as bakelite. The pantograph is adapted to be moved out of engagement with the trolley by the motor mechanism described, and is adapted to be moved into engagement with the trolley by a spring when the motor mechanism is operated to move the crank 24 to the right, as seen in the drawings, to

- permit such closing movement of the pantograph.

The circuit from the contact shoe l2 of the pantograph extends along the links of the pantograph, in the usual to a bus to. The bus 49 comprises a pipe of copper or other suitable conducting material, and is mounted at one end of the angle members I0l0 that support the pantograph, and at its other end upon a bus coupling switch 4!. A conductor, or bus similar to the bus 40, extendsthe circuit from the pantograph to a bus coupling switch similar to the switch 4| and located at the opposite end of the railway car 2. The two switches at the respective ends of the car are therefore connected together. The bus coupling switch is of a construction which will be more fully set forth as this description proceeds, and is adapted to cooperate with a similar switch mounted upon the adjacent car I of the train for extending a circuit to or from the car I. A contact 43 is mounted directly upon the bus and is adapted to be engaged by a contact mechanism on a switch arm 44 of a transformer cut-out switch 45 for establishing a circuit by way of the conductor 46 to the usual power transformer mounted within the car 2. The switches 4| and 45 are independently operable, whereby the transformer within the car may be cut into or out of circuit independently of the connection or disconnection of the switch ll with a corresponding switch of an adjacent car. It may be seen from Figures 1 and 2 that the switches 4| and 45 are mounted on the car roof directly above the vestibule hatch. By this arrangement, the operating mechanism for those switches may be located within the vestibule hatch, in space that is otherwise not utilized.

Reference may now be had more particularly to Figures 4 and 5 showing one form of bus coupling switch. A hollow frusto-cylindrical member 56 is welded or otherwise secured to the sloping portion 5| of the car roof, being shaped at its lower end to conform with the shape of the car roof. At its upper end the portion 50 provides a horizontally extending mounting flange to which the switch supporting parts are secured. The switch mounting comprises a shell or barrel 53 having an integrally formed circular flange 53a, that rests upon and is secured to the member At the top of the barrel 53 there is provided a suitable bearing 54 for a spindle 55 that extends through the barrel, being supported at the bearing and being maintained in a vertical position by a suitable bearing similar to the bearing 54 and located at the lower end of the shell 53. The spindle 55 is provided with a disc portion 56 having a downwardly extending peripheral flange 5'! for closing oil the barrel opening through which the spindle extends, and preventing the entrance of moisture or soot into the barrel. The spindle 55 is axially rotatable, in a manner to be more fu'liy set forth presently, and comprises a support for the switch proper.

An explanation will now be given of the actuating mechanism for rotating the spindle 55 to rotate the insulator stack 95."- to open or close the switch. A shelf 56 is integrally with the shell 53 and extends outward rad v of the shell. The shelf 56 constitutes a sup for the actuating mechanism of the switch. An electrio motor 57 is mounted on the shelf and, through a speed reducing worm gearing drives a shaft 69 which is coupled to a shaft to by a coupling member I i. The shaft it 1 ives a crank through a speed red anism l3. ing '54 and are driven by the gearing l3 to i rupt the motor circuit when the crank '52 has been rotated a proper amount. An operating rod '55 is pinned to the crank 72 to be actuated thereby, and at its other end extends through an opening in a boss l8 in a clevio "9. The boss 58 permits sliding movement of the rod 1% with respect to the clevis, but prevents angular move ment of the rod with respect to the clevis. compression spring 8!! extends bet on the clevis l9 and a plate member 85 that is rigidly secured to the rod 15. A nut 32 at end of the rod l6 limits the extent of relative sliding movement of the rod with respect to the clevis in one direction. The nut does not, however, i r the reverse sliding movement of t the boss it, to compress the spr' is keyed to lower end of the s -ctuating the same. The crack 85 pair of arms 56-45 that are pinned to the clevis by means of pins 87-875, so that movement of its closed position.

the clevis produces a corresponding movement of the crank 85;

The switch AI is shown in Figures 4 and in its normal open position. At this time the crank 72 and the rod l6 are on dead center, whereby the mechanism serves to lock the rod against movement to the. left, as seen in Figure 5; At the nut 82 the rod '86 holds the clevis 39 against movement to the left, as seen in Figure 5, thereby holding the crank 85 against counter clockwise movement. The crank 35 is held against clockwise movement by the spring 88. It is therefore apparent that the switch GI is maintained in its open position and is positively prevented from accidentally swinging counter clockwise towards To close the switch, the motor 6! is actuated to actuate the crank 52. This causes the rod I to move to the left, as seen in Figure 5. The spring 3i! forces the clevis 19 to follow the movement of the rod and pulls the crank 85 counter clockwise, as seen in Fig ure 5. It is to be noted that during this switch closing operation there is a resilient connection between the driving mechanism and the spindle 55, and it is through the compression of the spring 89 that the spindle is turned to its switch closed position. After the motor has rotated the crank l2 through aproxirnately 180 degrees, the

motor circuit is opened, as by the limit switches, to leave the switch in its closed position. This position is, preferably, a few degrees farther than the position indicated in Figure 1. As the switch blade approaches its full closed position it may abut againsta corresponding blade carried by a corresponding switch of the adjacent railway car. This will normally occur slightly before the crank '52 reaches its full closed position. Thereafter, as the crank '62 advances to its full switch closed position the switch blade 62 is maintained" stationary by the abutting switch blade of the adjacent car, and therefore the rod 3% slides through the boss I8 in the clevis 79, this movement resulting merely in an additional compressionof the spring 86.

During the normal operation of a railway train the adjacent coupled cars have an appreciable amount of movement with respect to one another.

There is a longitudinal movement of the cars toward and away from one another as the train accelerates or decelerates. Likewise, there is an angular movement of the cars with respect to one another as the train makes turns or passes along curves in the track. This means that the centers of rotation of two cooperating switch blades on adjacent cars move toward and away from one another, and sideways of another, during the movement of the train. In order to maintain the switch blades in engagement with one another, as shown in Figure 1, during such movement, it is necessary that the blades have a freedom of motion about their respective pivotal centers. This is possible with the construction shown in Figure 5, since the blade of Figure 5 may be moved a substantial amount, clockwise, even though the crank it remains stationary. If the blade is forced in a clockwise direction by the cooperating Switchblade of the adjacent car, it causes the crank 85 to rotate clockwise and to move the clevis IE, clockwise, against the action of the spring 89. This motion results in a compression of the spring at when the rod '56 is held by the stationary crank I2. The switch AI is mounted onthe top disc portion 56 of the spindle 45. An insulator stack so is rigidly secured to the disc portion 56 and carries, at its upper end, an arm 9i, on which is mounted, preferably, but not necessarily, resiliently, a switch blade or contact shoe 92. The bus to is secured to the arm 9I by means of a stud 93 that extends axially of the insulator stack and is rotatable with respect to the .arm 9i, so that upon rotation of the insulator stack, and with it the arm Ell, the stud 93 may remain stationary. The circuit from the bus 18 is extended by way of the stud 33 and a flexible braided conductor 94 to the switch blade or contacting shoe 92.

The contact shoe 92 is secured to the arm 9I by means of a blade holder 95 which is swiveled to the arm 9! by means of a pivot pin 96. The pivotal connection of the blade and arm is optional. The contact shoe is secured to holder 95 in any preferred manner, as by means of bolts 91. A pair of springs 98-439 maintain the contacting face of the shoe 92 in a vertical plane while permitting a limited amount 'of tilting about the pin 96 as a center. It is to be understood that the present invention is not limited to this precise manner of mounting the contact shoe upon the switch arm 9!. For other suitable forms of mounting, reference may be had to the pending application of Christen'Christensen, Serial No. 504,502, filed December '24, 1930.

Referencemay now behad more particularly to Figures 7 to 10, inclusive, showing the construction of the automatic transformer cut-out -35. The stationary'contact 43 comprises a contact finger Hi3 that is secured to the'bus 46 by means of a split clamp I I I, and is adapted to be embraced by a pair of contact shoes mounted in a contact housing IHl secured to the switch arm 44. The contact shoes are spring pressed towards one another by means of springs I 85, which press the contact shoes into'firm engagement with the contact finger I 50. The switch arm 44 is bolted or otherwise suitably secured to an insulator stack II? that is rotatably mounted on the car roof. A terminalI I8 is pivoted on the upper end of the insulator stack H? aboutan axis coincident with the axis of rotation of the insulator stack, whereby upon rotation of the insulator stack, the terminal I It may remain stationary. The pivot comprises a pin IE9 that extends through the terminal IIS and is secured at its upper and lower ends to the switch arm M. To facilitate the turning of the switch arm with respect to the terminal M8, the switch arm is cut away at its mounted end. -The terminal I I9 is connected by a flexible braided conductor I2!) to the contact shoes carried by the switch arm, and is connected, at its other end, to the conductor 56 that extends to the usual transformers within the car, as previously stated. It is thus apparent that by rotating the insulator stack I I! the switch arm may be moved to establish and disestablish a circuit between the transformer lead 46 and the bus 49.

The insulator stack I I1 is mounted on a rotatable spindle IZ5 that extends through a barrel or shell I26 which is provided with a peripheral flange IZ'E that is bolted or otherwise secured to a flanged ring I28 that is welded to the car roof. The car roof is indicated at I29, and the line of weld between the ring I28 and the car roof is indicated at I39. The spindle I25 is supported at the upper end of the shell by meansof a set of roller bearings I SI, and is guided at its lower end by a set of bearings I32 also carried by the shell E26. An adjustable bearing nut I33 is threaded on the lower end of the spindle for tightening the lower bearing I32. At its upper end the spindle is provided with a disc portion I34 having a circular flange I35 that overhangs the top of the shell or barrel I26 and provides a closure against the entrance of moisture or other foreign matter into the bearings.

A torsion spring I surrounds the bearing shell and biases the spindle to its switch open position. At its upper end the torsion spring bears against the stationary structure, and at its lower end it bears against a spring ring MI.

The spring ring I 4| is itself rotatable with respect to the spindle and is held against rotation by a locking lever I that is keyed to the spindle. The lower face of the spring I H and the upper face of the locking lever I45 are provided with cooperating serrations, indicated at I46, for preventing relative rotation between the two when the spring ring is pressed against the locking lever.

The locking lever I45 carries a roller I at its outer end. When the switch is in its closed position, as shown, the roller I50 bears against a roller I5I carried by a latch I52 that is pivoted at I53 to the frame of a tripping electromagnet I54 which is bolted or otherwise secured to the stationary portion of the switch gear, as by means of a plate I55 that surrounds the shell I26, and is secured by the bolts that secure the shell in position.

When the switch is in its closed position, the spring I40 is under considerable stress and urges the spindle I25 towards its switch open position, that is, clockwise, as seen in Figure 8, and counter clockwise, as seen in Figure 9. The latch I52 prevents such rotation. It is to be noted that the center I of the roller I5I is above a center line drawn between the center I53 and the center of the roller I50, as seen in Figure 9. This means that the force of the spring I40, acting through the locking lever I45 upon the latch I52, tends to move the latch I52 inward, that is, clockwise about its pivot I53. An adjusting screw stop IBI limits the extent of such movement.

The latch I52 is adapted to be movedcounter clockwise a small amount by the electromagnet I54. For this purpose the electromagnet is provided with an armature I65, pivoted at I53, and having an arm I66. When the armature I is attracted towards the core of the magnet I54, the arm I66 hits an adjustable screw I61 carried by the latch I52, and forces the latch about its pivot I53. It is to be noted that the latch I52 is in toggle with respect to the roller I50 car ied by the locking lever I45. A movement of the latch I52 about its pivot I53 brings the knuckle of this toggle to the opposite side of a center line drawn between the center I53 and the center of the roller I50. Thereafter, the force of the spring acting through the latching lever I45 upon the roller I5I moves the latch I52 a further amount about its pivot I53, thus permitting the roller I50 to clear the roller I5I and to move with the locking lever I45 and the spindle I25 of the switch gear through an angle approximately 60 degrees to the switch open position. A spring bumper I69, carried by the armature frame, receives the locking lever I45 and stops the rotation of the switch gear without shock. While the switch is open the spring bumper I69 holds the locking lever I45 to thereby hold the switch against free movement under the vibration incident tomovement of the railway car. The armature I65 is returned to the position shown in Figure 8 by a suitable spring, indicated at I70.

A similar spring biases the latch I52 to the position shown in Figure 9. An auxiliary switch I'I5 for opening the circuit of the trip coil to prevent draining of the battery and also, if desired, for signaling purposes, is rotatable with the looking lever I15 and cooperates with a pair of contact clips I'I6-ITI controlling a signaling circuit for indicating the open or closed position of the automatic transformer cut-out switch. The transformer cut-out switch may be operated to its closed position in any desired manner, either manually or by suitable motor mechanism. The manual or motor operating connection may be made to the lever I45 or to any of the rotatable operating parts of the switch. The switch, however, is automatically tripped responsive to the energization of the tripping magnet I54. The tripping magnet may be connected in any desired circuit for energizing the same to trip the switch. One desired arrangement is to provide for energization of the tripping magnet I54 when the current flowing through the switch 45 to the transformer apparatus of the car exceeds a predetermined maximum.

From the description thus far given it is apparent that I have provided ,a switching arrangement whereby the power transformer and other electrical apparatus within the railway car maybe isolated from the bus at the top of the car while the car itself remains, electrically, a

link in the power circuit of the train. In one embodiment of my invention the switch or trip coil is so wired that it can be opened before the trolley wire has been deenergized by opening the feeder or trolley wire circuit breaker.

Reference may now be had more particularly to Figures ll and 12 showing a modified form of bus coupling switch, this switch corresponding to the switch M of Figures 1 and 2. The switch is here shown in its normal switch closed position. The blade is indicated at 250 and is pivoted on a blade holder 2030: in the manner shown in Figure 6. The blade holder 206a is pivoted at 20I to a clevis 202 that is bolted or otherwise rigidly secured to the top of an insulator stack 203. A spring 204 biases the switch blade 200 about its pivot 20I towards a stop 205. In Figure 12 the switch blade 200 is shown somewhat out of engagement with the stop 205, being held in this position by a contacting blade 200' of a switch on an adjacent car of the train. The clevis 202 supports a terminal 296 that is pivoted between upper and lower arms of the clevis and about an axis coincident with the axis of rotation of the insulator stack. The terminal 2&6 is adapted to be connected to a bus corresponding to the bus 40. The rotatable insulator stack 203 is mounted on the head of a spindle 55, corresponding to the spindle 55 of Figure 4, which spindle is, in turn, journaled in a suitable shell 53' of a construction substantially similar to that of the shell 53 of Figure 4. The lower end of the spindle extends through the shell and has a worm wheel 2 I 0 keyed thereto, said worm wheel being in mesh with a worm 2| I on a shaft 2I2 that also carries a worm wheel 253 in mesh with a worm 2 I4 driven by a motor 2I5. The motor is suitably mounted upon the shell 53.

It is to be noted that when the switch is in its closed position the blade has a freedom of motion about the pivot 20I under the action of the spring 204. To move the switch to the open position the motor I25 is energized to rotate the insulator stack 203 clockwise, as seen in Figure 12. This roclockwisein theposition shown in Figuie 12.

tatesthe clevis 28?. to rotate the pivot pin 28%, of the Switchblade holder Zillla- Aftera very short amount of rotation of the clevis the stop comesinto engagement with the switchblade and thereafter causes the switch blade to move'as a unit with the clevis-2il2. It is to be noted that, the spring maintains the blade againstthe stop and holds the blade against rattling or other movement due to vibration of the railway car incidental to the motion thereof. To close tr e switch, the motor is actuated in the reverse direction, thereby rotating the clevis i 32 counter 4 :5 thebiade approaches its full closed position it may abut against a corresponding blade, such as a blade 2% of a switch on an adjacent car. Further movement of the clevis 2&2 to its full closed pesition'merely results in the stop 2535 moving away from the blade 2%. The two blades of the two mating switches are then held in engagement by the spring pressure of the springs 26% of the respective switches. Thereafter, a relativemovement of the two railway cars resultsin a relative movement of the two blades about their respective pivots Bill while maintaining contact between the blades. However the insulator stacks and the corresponding operatin mechanisms remain stationary. In this embodiment of. my invention there is a minimum number of parts moved to and fro as the railway cars move or turn with respect to one another.

Reference may now be had more particularly to Figures 3.3 to 16, inclusive, illustrating a modified form of mounting and actuating mechanism for the insulator stack such as the stack 953 of the switch ll of Figures 1, 2 and 4. Insofar as the insulator supporting structure as shown in Figures 13 to 16 is the same as that shown in Figures 5 and 6, similar reference numerals have been used. The insulator stack is indicated at 98, being mounted upon the head or disc portion 56 of a spindle 55 that is journaled in a shell 53 provided with a mounting flange 53a forrnounting on the roof of the railway car. A spring bearing plate or spring seat 24H is keyed to the lower end of the spindle, and is connected to the lower portion of a spring 242 that surrounds the shell 53. spring is secured at its upper end to the mounting flange 53a as by means of a spring holder 25-3 and a bolt 26-4 that threads into one of the holes 2%. A plurality of holes are provided in order to permit adjustment of the tension of the spring. The spring is arranged to bias the mechanism to the switch closed position. In this respect the spring corresponds to the spring Bil of the switch 4i (Figures 4 and 5), and does not correspond to the torsion spring 950 of the switch shown in Figure 7.

The switch operating mechanism is mounted upon a bracket 245 that is secured to the flange 53a in any desired manner. A motor 245 is mounted upon the bracket 255 and is geared down through a worm gearing 26? to drive a shaft 248 which is coupled to a shaft 2% by means of a clutch 256. The shaft 2 19 is geared down, through suitable worm. gearing i, to drive a shaft253 upon which is eccentrically mounted a cam 255. The cam 255 is adapted to bear against a roiler 25? carried by a crank 253 that is secured to the spindle 55 in any desired manner. 'As

. shown, it forms an integral part of the spring seat 24!. Of course, the spring seat and the crank 258 may be secured to the spindle 55 in any other desired manner, as, for example, in the manner shown in Figure 7, where the spring seat is held in position by the crank.

.tion away from the cam 255.

The switch is' shown in its open position. At this time the spring 242 urges the spindle to rotate towards its switch closed position, such rotation being prevented by thecrank 253 that bears against the cam 255... To actuate the switch to its closed position themotor 245 is operated to rotate the cam 255 through an angle of approximately lat: degrees. As the cam 255 turns about the pivot 253 the crank is moved by the spring 242 in a generally clockwise direction. as seen in Figure 14. This is a generally counter clockwise direction as seen in Figure 1. Theswitch blade turns until it abuts against a cooperating switch blade of the switch of an adjacent railway car. The cam 255 continuesto operate through a small additional angle. 1e spindle 55 and the associated switch mechanism mounted thereon is free of the operating mechanism and may be moved a limited amount toward its switch open position by the movement of the blade of a mating switch. This merely results in a tensioning of the spring 24 2 and a movement of the crank 258 in a direc- The'rnotor mechanism and its associated gearing up to'the' earn 255 may therefore remain stationary the switch blade and its supporting insulator and-the spindle 55 is moved back and forth through a limited angle by the relative movement of the two coupled cars carrying the cooperating switches that are in engagement with one another. a

To open the switch, the motor is actuated to turn the cam 255 through'an angle of iii!) degrees, thus returning it to the position shown in Figure 14:. The cam 55 positively forces the crank back to the position shown in Figure 14, against the action of the spring, and positively moves the blade to its open position. The earn 255 holds the switch against swinging open under the jars andyibration incident to the travel of the railway car on which the switch is mounted.

Reference may 'now be'had more particularlyto Figures 1? and 18, wherein I show a pneumatic control for a bus coupling switch such as the switch of Figure l. "The switch supporting insulator is mounted upon a spindle in the same manner as was previously set forth, which spindle is jcurnaled in a shell 53 that is secured to the car roof, also in the manner previously set forth. The spindle 55 extends through the shelland into a casing'tt fl that is secured to the shell'53 in any desired manner, as by bolting or the like. A T-shaped lever having three arms 395 332 and 3 33, is keyed to the lower end of the spindle 55. The arm 3' 3 comprises a-locking arm for locking the mechanism in its switch open position, and for this purpose the arm is provided with a slot at its outer end, into which slot'extends one end Bill of a locking latch 35 i that is pivoted on a pin 352 and biased into its locking position by a spring 3 Hi. The pin M2 is carried by'an arm El i. A spring seat 3E5 is pivoted about the same pin M2, and has a stud tie threaded therein. A sleeve 3 i i slides over the stud and carries another spring seat iiifl at its outer end. The spring seat 358 is'pivoted to the arm 30! by a pin 3E9. A. spring 326 extends between the springseats Sifi and 358 andurges them apart. When the switch is in its open position the mechanism is in the posit on shown in Figure 18, and the spring 328 is under considerable compression.

The arm 362 carries a roller 325at its outer end, said roller bearing against a piston that slides in a cylinder 32?. The. piston and the cylinder comprise a pneumatic 'motor which receives air by way of an air inlet-328, and isadapted to operate the switch. A pneumatic motor 330 is provided for releasing the latch 3H to release the switch. An air inlet for the pneumatic motor is indicated at 33!.

An explanation will now be given of the mode of operation of this mechanism. To operate this switch to its switch closed position, air pressure is applied to the motor 336. At this time no air pressure is applied to the motor cylinder 321. The piston or diaphragm of the motor 336 hits against the latch M I and moves it out of engagement with the notch in the locking lever 393. The locking lever 303 is released, and since there is no pressure holding the piston in the position shown in Figure 18 the spring 320 expands and rotates the arm 30! clockwise, as seen in Figure 18. At this time the sleeve 3!? slides on the stud 3H5. The roller 32-5 moves the piston 325 downward within the cylinder 32?. The spindle 55 of the switch mechanism is thus moved to its switch closed position. It is to be noted that there is a considerable compression on the spring 328, and therefore this spring would tend to close the switch with a violent bang. The cylinder 32'! acts as a check to prevent such hammer action. A restricted vent 3% is provided in the cylinder 32? to permit a slow escape of air from the cylinder and thereby prevent a violent slainming of the switch. As long as it is desired to maintain the switch in its closed position no air pressure is applied to the motor 32?. The air pressure on the motor 330 was applied only momentarily, since the latch 3| 5 may be permitted to return to the position shown in Figure 18 after the switch has moved a small amount towards its closed position, as at that time the locking lever arm 303 is out of the path of movement of the latch 3| l. Thus no air pressure is necessary to maintain the switch in its closed position. The switch blade is maintained in its closed position by the spring 328, which also supplies the force for maintaining the necessary contact pressure between the contact shoes of the two switch blades of adjacent cars. To move the switch to its open position it is merely necessary to apply air pressure to the cylinder 32? for a moment. The air pressure forces the piston 32% outward of the cylinder to the position shown in Figure 18. This brings the locking arm 363 to the position shown in Figure 18. As the arm approaches its switch open position the beveled edge 345 thereof rides over the top of the locking latch 35 l and forces it downwardly out of the way of movement of the arm 3&3. When the notch in the end of the locking arm 303 comes opposite the lug 3H! of the latch, the latch is sprung into the notch by the spring 3 i 3. This looks the arm 383, and therefore locks the spindle and the switch proper in the switch open position. The air pressure may then be released on air inlet 328. The piston 326 has sufficient frictional engagement with the cylinder wall to remain in its operated position even though there may be a considerable vibration incident to the travel of the railway car. If desired, this piston may be maintained against possible movement, due to vibration of the railway car, by the interposition of a suitable spring.

Reference may now be. had more particularly to Figures 19 and 20, wherein I show a bus coupling switch, the operating parts of which are all mounted on the outside of and insulated from the car roof. The switch and its operating mechanism are mounted on a plate 360 mounted on three insulators 36lwhich in turn are mounted upon a triangular plate 362 that is supported by three similarly disposed insulators 35! mounted upon the roof 365 of the car. A bracket 3% is bolted or otherwise suitably secured to the plate 338 and extends upwardly therefrom. A blade support 388 is swiveled to the bracket 386 in any desired manner, as by means of a swivel bolt 359. The blade support 358 includes an integrally formed rearwardly projecting arm 3h! that is adapted to be connected to the operating mechanism for swinging the blade support about the pivot pin 359. A blade 31?. is mounted on the blade support in any desired manner, preferably to permit a limited amount of pivoting of the same about an axis at right angle to the pivot ace and extending transversely of the railway car. The motor operating mechanism for this switch is supported by a bracket 375 that extends upwardly of the plate 366. The motor mechanism comprises a cylinder 376 which is swiveled to the bracket 375, as by trunnions 3'8318 and cooperating arms 37 319 on the outside of the cylinder 375. A piston 38!! moves within the cylinder, and has a piston rod 38! connected thereto and extending to a pivot 382 whi h connects the piston rod to the arm 3'35 of the switch blade support 368. A spring 385 within the operating mechanism biases the piston 38 to the position shown in Figure 19, which is the switch open position. To close the switch, air pressure is applied to the inside of the cylinder 316 by way of the pipe line 385. The piston 38B moves outwardly within the cylinder, against the action of the spring 385, and swings the blade to its closed position. A small vent 338 permits the escape or" air from one side of the cylinder, thereby permitting the movement of the iston 350 by the air pressure applied to the other side of the piston. The switch blade 3'52 is niain tained closed by the maintenance of air pressure on the working side of the piston. To open the switch the air pressure is released, at the same time opening a small passageway to the atmosphere, at the valve. This permits the spring 385 to return the piston 38% to the position shown in Figure 19. Also, even in the absence of any escape passageway in the valve that controls the air pressure to the pipe line 336, a release of the pressure will permit a sufficient escape or leakage of air by way of the space between the cylinder and the piston to allow the spring 385 to actuate the switch to its open position. Since the air can escape from the pressure side of the cylinder 316 only slowly, and can enter the other side of the cylinder very slowly through the restricted opening 388, the piston is cushioned against violent movement to the open position. A violent movement would otherwise take place due to the high compression of the spring. Even if the pressure side of the cylinder 376 is opened to the atmosphere when the switch is closed, the spring 385 will not open the switch violently. The restricted opening 362 prevents the rapid entrance of air into the cylinder, and therefore the movement of the piston to the position shown in the drawings is cushioned by the vacuum that is drawn on that side of the cylinder by the movement of the piston.

Reference may now be had to Figure 21, wherein I show a pneumatically operated switch mounted on top and outside of the railway car in a manner similar to that of the switch shown in Figures 19 and 20, and differing therefrom in that here the pneumatic pressure need not be maintained to keep the switch closed. Also, I have here substantially reduced the number of parts that move to maintain the contact between the two switch blades as the two Cir adjacent coupled cars move relative to one another. In Figure 21 the switch is shown in its switch closed position. The mechanismis supported by a plate ace-that is mounted on three insulators lei which are secured to the car roof in a manner similar to that of the insulators for the switch shown Figures 19 and 20, that is, are mounted on a plate which in turn is mounted on three similar insulators on the car roof. A blade support is swiveled to the structure M30 at the swivel pin i 35, and includes a blade supporting arm an actuating arm dill, and a latching arm all comprising one integral casting. The switch blade or contact shoe is indicated at 450,

and is mounted on the arm 4%, as by means of a.

pin ii i that permits turning of the shoe with respect to the axis of the pin ll I. Suitable springs ll 3 hold the switch blade with its contact making face tie vertical. I switch operating mechanism comprises a pneumatic cylinder 225 having a piston 426 there- A stud a-Z? is threaded into the end of the piston and extends into a tube or sleeve 428 within which it has free sliding movement. The sleeve :28 is connected to the actuating arm by means of a pivot pin 29. At its opposite end the slce e has a spring seat lti secured thereto. A spring bears against this spring seat and thus forces the sleeve Q23 inward of the cylinder and against the piston s25. It is to be noted that spring seat 13! is not mechanically connected to the piston and that this spring seat and its associated sleeve or tube 528 is free to move away from the piston 526 upon the application of a force sufficient to compress the spring 432.

The switch blade is shown in Figure 21 in its extreme outward position. When the car upon which this switch is mounted is coupled to another car having a cooperating switch, the arrangement is such that the switch i l E? engages the cooperating switch before the switch 455 reaches the extreme position shown in Figure 21, and it is held from reaching this extreme position by the cooperating switch blade. This means that when the blade tic engages a cooperating blade it will be in a position moved clockwise a few degrees about the pivot @535. The spring 32 exerts a continuous force against the spring seat. Through the tube and the arm lt'i, it urges the switch blade counterclockwise about its pivot 395. Hence, the pressure of the spring 32 will be available for maintaining afirmcontact pressure between the contacting faces of the cooperating switch blades. As the two coupled cars move with respect to one another, the blade 4 i 0 moves about its pivot under the action of the spring 332 which acts to always maintain the two blades in engagement. At such time the tube 328 slides on the stud e274, whereby the piston 326 may remain st tionary. The piston remains stationary due to its frictional engagement with the cylinder wall. To actuate the switch to its open position, air pressure is applied to the working side of the piston, as by means of a pipe line,indicated at 535. This forces the piston outward within the cylinder and, through the pipe 28, causes the switch a blade to swing, clockwise, about the pivot 4&5.

As the blade approaches its full open position the arm li il engages a latch .The latch is pivoted to the structure till by means of a pin MI,

and isbiased to its locking position by means of a spring The arm imit forces the latch about its pivot 443 i. When the end of the arm 5% comes under the, locking face t lt of the latch, the latch springs back to its normal position, under the acmit the switch to move to its closed position under the action of the spring 5132. When pressure is applied to the motor M5 a plunger M46 moves the latch M3 about its pivot Mi to the switch releasing position. Since, at this time, there is no pressure applied to the piston 52E by way of. the pressure connection 535, the spring 332 commences to move the switch blade to its closed position. A moment later the arm M33 is free of the latch 4% and thereafter the pressure may be released from the pneumatic motor M5. A restricted vent opening 453 is provided for the cylinder 425 on the working side or" the piston 426. This restricts the rate at which air can leave the cylinder. At the same time a vacuum is drawn on the other side of the piston. The action of the vacuum on one side of the piston and the pressure on the other side of the piston due to the restricted opening 556 provides a cushion for preventing a slamming of the switch to its closed position by a hammer action of the very powerful spring .32.

In the event that it is desired to close the switch shown in Figure 21 it is only necessary to release the latch Mil. The spring $32 does the rest. If the car on which the switch is mounted has remained disconnected from a source of electric power for an appreciable period of time, as over night, there may be no compressed air available for operating the switch. An operator need only, therefore, manually trip the latch 44%! to close the switch Mil. The switch will not close with a violent bang, for the reasons pointedout above.

In Figure 21A I have shown an alternate arrangement for accomplishing the results accomplished by the switch mechanism shown in Figure 21. The switch blade pivots about a pivot 65, to which pivot is also mechanically connected a crank 16%. The mechanism shown in Figure 21A is mounted directly on top of the'car, as in the case of Figure 21, and the blade is connected to swing about the pivot 4935. If the mechanism shown in Figure 21A is mounted below the car roof; then the pivot G65 would cordle' supports the switch through an insulator.

The mechanism illustrated in Figure 21A is shown in its normal switch open position. A

lever fii is pivoted about a stationary pivot 452 and is urged in a counter-clockwise direction by a spring 363 that extends between the lever 46! and a stationary point 465. A pivoted latch Q66 holds the lever 455 against swinging under the action or" the spring A spring d5? connects the upper arm of the lever mil with the crank 466. The connection between the lever 56! and the bell crank iiit may be similar to that between the lever 82 and the crank i2 of Figure l. Such connection would include a rod pivoted to the 

